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(No Model.) 3 Sheets-Sheet 1.

J. S. MORTON. MEANS FOR PROPELLING VESSELS. No. 426,300. Patented Apr.22, 1890.

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WITNESSES IN VENT 01? m MW [Mm 64m BY 7 %@wa ATTORNEY (No. Model.) 3Sheets-Sheet 2. J. S. MORTON. MEANS FOR PROPELLING VESSELS.

No. 426,300. Patented Apr. 22. 1890.

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MEANS FOR PROPELLING VESSELS. No. 426,300. Patented Apr. 22, 1890.

(No Model.)

UNTTE STATES ATENT FFICE.

JOHN SKETOHLEY MORTON, OF NlllV YORK, N. Y.

MEANS FOR PROPELLING VESSELS.

SPECIFICATION forming part of Letters Patent No. 426,300, dated April22, 1890.

Application filed October 19,1889. Serial No. 327,568. (No model.)

To all whom it nay concern Be it known that 1, JOHN SKnrcHLEY MOR- TON,a citizen of the United States, residing in the city, county, and Stateof New York, have invented certain new and useful Improvements in theMeans for Propelling Vessels; and I do hereby declare that the following is a clear, full, and exact description thereof, reference being hadto the accompanying drawings, which form a part of this specification.

My invention relates to the propulsion of Vessels by reactionary force,which is transmitted to a reactionary motor or motors made in suitableform.

This invention consists in transmitting the full pressure on the pistonof an engine to the interior surface of a reactionary motor by means ofa given quantity of water forced into a motor already solidly full ofwater by an intermediate force -pump, and simultaneously the samequantity of water as is forced therein, and no more, is thereby forcedthereout through a nozzle in the small end thereof into the surroundingwater-that is, the water in which the vessel floatsthereby generating inthe rear and enlarged end of the motor a reactionary force for thepropulsion of vessels equal to the force with which the water is ejectedtherefrom-that is, the entire engine force exerted-01, in other words,in transmitting all of the available force, from whatever sourcederived, to the interior surface of a motor or motors and utilizing itin the propulsion of vessels at any desired speed, limited only by theengine force exerted, as herein set forth and described.

Preferably I use a duplex en gineand pumps, which consist of two steamcylinders and two pumps, and connect to the pumps four driving-motors atthe stern of the vessel, four backing-motors at its bow, and twosteering or turning motors near its bow, one thereof on each side of thevessel. For the purpose of imparting even and steady propelling force tothe vessel the motors are arranged therein so that in operation thereactionary force is simultaneously exerted on each single stroke of theengine upon the two inside motors and in like manner on each singlereturn-stroke of the engine upon the two outside motors at the stern andbow of the vessel, respectively.

In the drawings, Figure 1 is a plan view of a vessel, showing a duplexengine and pumps and pipes connecting the pumps with the reactionarymotors. Fig. 2 is a vertical sectional elevation of a vessel, showing aduplex engine and pumps and pipes connecting the pumps with thereactionary motors. Fig. 3 is an enlarged view of a duplex engine andpumps and induction and eduction pipes connected therewith. Fig. #1 is aside elevation of a duplex engine and pumps, showing a pump in sectionandinduction and eduction pipes connected therewith. Fig. 5 is ahorizontal sectional view of two reactionary motors with pumps directlyconnected therewith, showing induction pipes and valves and a ringprojection or shoulder inside of the 1110- tors at or near theeduction-nozzles. Fig. (l is a broken sectional view of the bottom of avessel, showing a water-tank, valve, orifice, strainer, rib or scoop,and pipe-connections. Fig. 7 is an elevation of a reactionary motor,showing'an induction-pipe connected thereto at the upper side thereofand a draw-cock at its bottom.

Like letters designate corresponding parts in all the figures.

The motors D are provided with suitable thrust-blocks E in the rear oftheir enlarged ends and in their small ends with small nozzles a, asshown in the drawings.

The pipes d (shown in Figs. 2, 3, 4, and 6) have check-valves it placedin them, as shown in Fig. 3, and are the induction-pipes to the pumps 0from the water-tank H. (Shown in Fig. 6.)

The pipes e,f, 71, 6, 7t, h", k, f, f, and e (shown in Figs. 1 and 3)are the eductionpipes from the pumps O and the inductionpipes into themotors D from the pumps C. In action these pipes, as also the motors andpumps, are solidly full of water at the beginning and end of eachstroke. These latter pipes, as also the pumps and motors,are constructedand arranged without cheek-valves to avoid obstructions therein.

The nozzles a are the eductions from the motors D into the surroundingwater.

One of the induction-pipes (Z and one of the eduction-pipes e, f, h, e,h, h, k, f, f", and e is directly or indirectly connected with each endof the cylinders of the pumps 0, as shown in Figs. 1, 2, 3, and 4:.These latter pipes are made larger in area than the displacement of theplungers in the cylinders of the pumps, in order to lessen the frictiongenerated by the water in passing rapidly through them under heavypressure. These pipes are also made larger, as aforesaid, so that thefull force of the engine throughout its entire stroke will be exerteddirectly upon thewater forced by the plungers of the pumps out of theircylinders into their respective connected motors D and out thereofthrough their nozzles a into the surrounding water, and thereby generatein the rear and enlarged ends of the motors a reactionary force forutilization in the propulsion of vessels equal to the force exerted bythe pistons of the engine in cylinders B.

In some instances, and particularly in small vessels, only two motorsare connected with the pumps at the stern of the vessel for propulsionand two motors at the bow of the vessel for backing; but in no case, asis herein previously mentioned, are cheek-valves used in this inventionin either the pumps or motors or in the pipes leading from the pumps tothe motors.

The motors may be of different forms; but I prefer those of the conicalform shown in the drawings in Fig. 1, with one of their ends of an areaproportionate with the force to be exerted, while their sides convergeto a nozzle at the opposite end, so that the entire force exertedagainst their rear and enlarged ends is concentrated on thenozzlesthereof and more perfectly reacts against their enlarged endsdirectly opposite the nozzles for reactionary propulsion.

I have arranged, as shown in the drawings in Fig. 3, four two-way valves(marked, respectively, g, g, g', and 9) and two two-way valves (marked,respectively, g and t) to be used for diverting the water from one pipeto another and to the latters connected motor for the purpose ofchanging or altering the vessels course as desired withoutin any wiseabating the speed of the engine. The four two-way valves 9, g, g, and 9"are used for diverting the water from the four motors in the stern ofthe vessel to the four motors in the bowv of the vessel, and vice versa,in the forward or backing movement of the vessel. The two two-way valves(marked g and i) are used in connection with the valves marked g and gfor diverting the water from one of either the stern or bow motors toone of the side or steering motors near the bow end of the vessel toassist the rudder in turning the vessel either to the right or left, asmay be required;

The four motorsD in the stern of the vessel, connected with the pumps 0by pipes marked 6, f, h, and e", as shown in the drawings in Fig. 1, arefor propelling the vessel.

The operation of propelling the vessel is as follows: The water issupplied to the cylinders of the pumps through orifice WV in the bottomof the vessel, water-tank H, and the induction-pipes cl, as shown in thedrawings in Fig. 6, and is forced by the engine and plungers of thepumps simultaneously through the pipes e and 6 into their respectiveconnected outside motors D in the stern of the vessel and simultaneouslythrough the pipes f and it into their respective connected inside motorsD in the stern of the vessel, and thereout through their respectiveeductionnozzles a into the surrounding water, thereby generating in therear and enlarged ends of the motors directly opposite their nozzles areactionary force equal to the power exerted by the engine andpropelling the vessel aceordingly.

The two motors D, as shown in Fig. 1 of the drawings, one on each sideof the vessel near its bow end, are to assist the rudder in steering thevessel either to the right or left while in either its forwardorbackward movement. These two side motors are indirectly connected withthe pumps O by pipes f" and h", as also shown in Fig. 1.

The operation of steering or turning the vessel while in its forwardmovement is as follows: By properly adjusting the rudder and by turningthe valves g and g on pipes f and f the water is diverted from pipe fand its connected motor D in the stern of the vessel and is forcedthrough pipe f into the steering-motor D on the left side of the Vesselat its bow end, exerting the force therein and assisting the rudder insteering the vessel to the right, or by turning valves g" and i on pipesh and 71 the Water is diverted from pipe 6" and its connected motor D inthe stern of the vessel, and is forced through pipe h" into thesteering-motor D on the right side of the vessel at its bow end,exerting the force therein and assisting the rudder in steering thevessel to the left. By again turning the valves into their originalpositions the water is diverted through pipe f or c, as previouslydisconnected, into its connected motor D in the stern of the vessel,form which it is discharged, as aforesaid, thereby assisting the otherstern-motors in propelling the vessel ahead.

The four motors D in the bow of the vessel, connected with the pumps 0by pipes marked h, 7c, f, and e, as shown in the drawings in Fig. 1, arefor backing the vessel.

The operation of backing the vessel is as follows: By turning the valvesg" and g the water is diverted from pipes c and e and their respectiveconnected outside motors D in the stern of the vessel, and is forcedthrough pipes h and c and their respective connected outside motors inthe bow of the vessel, and by turning the valves g and g the water isdiverted from pipes f and h and their re spective connected insidemotors in the stern of the vessel, and is forced through pipes f and 7cand their respective connectedinsidemotors in the bow of the vessel. Thefour stern-motors being thus cut off and the four bow-motors connected,the engine force is exerted upon the four bow-motors, backing the vesselaccordingly.

The operation of steering or turning the vessel while in its backwardmovement is as follows: By properly adjusting the rudder, as aforesaid,and by turning the valves g and diverting the water from pipe f and itsconnected inside bow-motor into and through.

pipe f and its connected side or turning motor on the left side of thevessel at its bow end, the force is exerted therein, assisting therudder in steering the vessel to the right, or by turning valve i anddiverting the water from pipe 7L and its connected outside bowmotor intoand through pipe h and its connected side or turning motor on the rightside of the vessel at its bow end the force is exerted therein,assisting the rudder in steering the vessel to the left. By againturning the valves into their formerpositionsthe water is divertedthrough pipes f or 7L, as previously disconnected, into its connectedmotorD in the bow of the vessel, from which it is discharged, asaforesaid, thereby assisting the other bowmotors in backing the vessel.13y turning the several valves g, g, g, and g and cutting off the fourbow-motors I) the four stern-motors D are again brought into action indriving the vessel ahead.

All the pumps, pipes, pipe connections, valves, motors, and the tankused in this invention should be made from or lined with a non-corrosivesubstance to obviate any deteriorating effect produced by the chemicalaction of the salt or sea water upon corrosive metals.

Checkwalves it are placed in the inductionpipes (Z, as shown in Fig. 3.'lheseinductionpipes connect the pumps G with the watertank II over theorifice \V in the bottom of the vessel G, as shown in Fig. (5, andsupply the pumps C with water from the tank. The check-valves u willrise in the induction-pipes and allow the water to fill the said pipesand the pumps; but when the pumps are in action the pressure caused fromforcing the water from the cylinders of the pumps into the eduction-pipes and motors will close the check-valves u against the pressure ofthe water in which the vessel floats. A pipe is connected with the topof the water-tank II to carry oi the air that would otherwise collecttherein and leads to the outside water below the water-line to assistsomewhat in the propulsive effect.

A rib or scoop X' is placed at or near the orifice "W, projecting fromthe bottom of the vessel, as shown in Fig. 6, to force the water intoand through the orifice into the watertank II in the forward movement ofthe vessel. A grating or strainer X extends across the orifice \V toprevent extraneous matter from entering the water-tank, as is shown inFig. 6.

\Vhen desirable, the infiow of water into the water-tank II can bestopped or shut oif by closing valve IV over the orifice IV, as is alsoshown in Fig. 6.

During the winter season, when the vessel is not in use, it may bedesirable to drain the water from the motors and pipes to preventfreezing, which is done by closing nozzles a on the outside of thevessel by a stop-cock or other suitable device and closing orifice IV inthe water-tank II by valve IV and by opening the draw cocks at, whichare placed at the lowest points on the under side of the motors and allother parts to be drained.

In the interior of each of thc'motors at or near the nozzles thereof asmall ring projection or shoulder 0 is provided, as shown in Fig. 5, forthe purpose of forming a waterpacking inside of the motors to obviatethe friction which the water would otherwise generate while moving underheavy pressure along the interior surface of the motors in the course ofits ejection into the surrounding water through the eduction-nozzles CL.

Substantially, but not so satisfactorily, the same result in propellingavessel as is herein set forth and described could be produced by theuse of pumps S, directly connected with the motors D, as arranged andshown in Fig. 5, and in case the pumps should be so used I would replacein the motors the water forced thereout from the water in which thevessel floats through and by the induction-pipes and valves 0', as shownin the drawings, in connection with a water-tank, orifice, strainer, ribor scoop, and valve, as shown in Fig. 6.

The induction-pipes may be connected with the motors either at theirrear and enlarged ends, as herein described, or at their sides, as shownin Fig. 7 of the drawings, as may be most convenient.

The motors, pipes, and cylinders of the pumps to be prepared forimmediate and effective service should always be solidly full of water,as well at the end as at the beginning of each stroke, and to that endit is desirable that they should in all cases be placed in a vessel asmuch below its water-line as practicable.

Two additional turning or steering motors, one thereof on each side ofthe vessel near its stern end, may be used in connection with the bowturning or steering motors in steering, turning, or maneuvering thevessel, as found to be desirable.

I do not limit myself to the precise number and arrangement of themotors in a vessel, as shown in Fig. 1, nor to the construction ofeither the engine, pumps, plungers, induction-pipes, eduction-pipes,motors, and valves, and other parts of my invention, as herein describedand shown in the drawings, but prefer using whatever is best adapted tofully carry out the principles thereof.

\Vhat I claim, and desire to secure by Letters Patent, is

1. In the hereindescribed invention for the IIO propulsion of vessels byintermitting reactionary force, a reactionary Water-motor having itslarge end of an area proportionate with the force to be exerted, whilethe sides thereof converge to a nozzle at the opposite end, the largeend being provided with an induction-pipe for the admission of Waterunder pressure to be discharged from the nozzle into the surroundingwaterthat is, the water in which the vessel fioats-in pulsatory jets orcurrents for an impelling force.

2. In the herein-described invention for the propulsion of vessels, thecombination of a reactionary water-motor, as described, for thepropulsion of vessels by intermittent reactionary force, with the vesseland an engine and pump for forcing water into the motor in pulsatingcurrents and intermittently discharging the same therefrom through itsreduced nozzle into the surrounding water, whereby reactionary force isgenerated for propelling vessels.

3. In the herein-described invention for the propulsion of vessels, thereactionary watermotor solidly filled with water, as well at the end asat the beginning of each stroke of the engine and pump, having aninduction-pipe leading thereto and a reduced eduction-nozzle therefrom,and a forcing device for forcing water into the motor to be dischargedin pulsating currents therefrom through said eduction-nozzle into thesurrounding water,

' for the purpose specified.

45. In the herein-described invention for the propulsion of vessels, tnereactionary watermotor having a conical form and provided with aneduction-nozzle at the small end thereof and an induction-pipe at therear or enlarged end thereof, into which water is forced and therefromdischarged in pulsating currents through the eduction-nozzle, whereby areactionary force is developed and exerted upon the rear or enlarged endof the motor for an impelling force.

5. In the herein-described invention for the propulsion of vessels, thecombination of a reactionary water-motor which is kept solidly filledwith water, at the end as at the beginning of each stroke of the engineand pump, having a conical form, and provided with an eduction-nozzle atthe small end thereof and an induction-pipe at the rear or enlarged endthereof, into which water is forced in intermittent currents andintermittently discharged therefrom through the eductionnozzle, wherebya reactionary force is developed and exerted on the rear or enlarged endof the motor for an impelling force, with a forcing device for forcingthe water into and out of the motor, as, described, and for the purposespecified.

G. In the herein-described invention for pro pelling vessels, areactionary water-motor of substantially conicalform, having an inwardring projection or shoulder inside thereof at or near itseduction-nozzle to form a Waterpacking inside of the motor for thepurpose of obviating the friction which the water would otherwisegenerate while moving un-' der heavy pressure along the interior surfaceof the motor during its discharge therefrom through its nozzle into thesurrounding water.

7. In the herein-described invention for impelling vessels byreactionary force, the combination of the reactionary Water-motors,pumps, and eduction and induction pipes,with a water-supply tank:located at or near the bottom of the vessel and provided with anair-escape pipe leading from said tank to the outside water below thewater-line of the vessel, substantially as described.

8. In the herein-described invention for impelling vessels byreactionary force, the combination of the engine, pumps, and the pipesconnecting the pumps with the stern, bow, and side reactionarywater-motors, and the controllin g-valvcs connecting said pumps andmotors for diverting the water forced by the pumps through the pipesinto the motors in the stern, bow, and sides of the vessel,respectively, and therefrom through their respective reduced nozzlesinto the surrounding water, as and for the purpose herein specified andset forth.

9. In the herein-described invention for propelling vessels, thecombination of the vessel, engine, pump or pumps, reactionary watermotor or motors, induction-pipes, eductionpipes, pipe-connections,nozzles, two-way valves, and induction-pipe check-valves connecting thewater-tank with the pumps, with the tank in the bottom of the vessel,from which water is supplied to the pumps through the induction -pipesand forced by the pumps through the eduction-pipes into the water-motorsand out of and from the motors through their reduced eduction-nozzlesinto the surrounding water, the orifice at the bottom of the vessel forthe admission of water into the tank, the valve in the tank for shuttingoff its inflow of water, the strainer over the orifice to preventextraneous matter from entering the tank, the rib or scoop projectingfrom the bottom of the vessel at or near the orifice to force the waterinto and through the orificeinto the tank in the forward movement of thevessel, the draw-cocks, and the ring projection or shoulder inside ofthe motors at or near the reduced nozzles thereof, and thetl11'llSt7b1OQkS, as specified,and as and for the purpose herein setforth.

JOHN SKETOl-ILEY MORTON.

\Vitnesses:

S. M. HAYWARD, EVERETT D. BARLOW.

